CMF_jeff8022
» CMF Member
anyone have their air intake done (modified).. because i am thinking to get it done.. if you can post some photoes would be the best..!! thx
air intake..!!
- Thread starter CMF_jeff8022
- Start date
CMF_asdame
» CMF Member
CMF_asdame
» CMF Member
CMF_asdame
» CMF Member
CMF_asdame
» CMF Member
CMF_jeff8022
» CMF Membercool... going to do it this week end...! thx
CMF_asdame
» CMF Membertake care when going through any wet patches
CMF_kavla
» CMF Memberthats got me thinking dont u think it is going to be worse ?
because u will get road salt and dirt built up in the air filter because it is so close to the ground ?
because u will get road salt and dirt built up in the air filter because it is so close to the ground ?
CMF_Micra_King
» CMF MemberWhile it works I would not do it like that. To much risk from water and so on. My father had a 280ZX when new and the air filter/intake sits behind the bumper (Low) and durn a big down pour drove though water a bit deeper than normal and got water sucked up into it and into the motor which then compression locked the engine at speed and seized it up (Bent rods and other damage). New motor cost a lot back then for it.
CMF_asdame
» CMF Memberno road salt cos it's summer over here,
no issue in dirt whether its from behind headlight/engine bay or from low down cos i drive on tarmac at a distance behind other cars and the air filter does what it does = filter out dirt.
i have k&n panel filter and always check and clean it when needed
it's common sense that when you have a low CAI you never just storm straight into any puddle/ford.
if theres a small puddle and theres no cars coming, i steer round it. if theres cars coming or its a big pool i slow down
if its raining heavy and there are large pools around, i temporarily take the CAI off
the nozzle is ahead of the front axle so not much wheel spray gets there
no issue in dirt whether its from behind headlight/engine bay or from low down cos i drive on tarmac at a distance behind other cars and the air filter does what it does = filter out dirt.
i have k&n panel filter and always check and clean it when needed
it's common sense that when you have a low CAI you never just storm straight into any puddle/ford.
if theres a small puddle and theres no cars coming, i steer round it. if theres cars coming or its a big pool i slow down
if its raining heavy and there are large pools around, i temporarily take the CAI off
the nozzle is ahead of the front axle so not much wheel spray gets there
CMF_1275
» CMF MemberDid you actually notice any improvement in performance?
CMF_asdame
» CMF Memberonly slight improvement at top end and high speed (fast air scooped into CAI) after fitting the janspeed system.
CMF_SSUK
» CMF MemberThe airbox from a GA16DE is a good upgrade if you want to keep a good cold air supply. The CG13DE airbox, even modified is still a restriction.......infact the whole inlet system on the CG series engines are terrible and majorly holds the engine back. A good large OD pipe run with a cone filter will yield good top end power but has it's downsides, (hot air ingestion being one). Either way it's only going to yield small gains.
Just to show how restrictive the standard inlet manifold is we had the car dyno'd on a dyno dynamics RR before and after fitting a set of Jenvey throttlebodies. The spec of the engine was a CG13DE with standard head, block and compression, (9.5:1), 264deg (773 spec) cams, and the usual 2" exhaust tuned with a re-mapped ECU. The car was dyno'd at 105bhp @ 6400rpm, with peak torque around 5600rpm.
After fitting the throttlebodies and re-mapping the car made 123bhp @ 7250rpm and peak torque at 6000rpm. Incase you think that it's quite peaky and hard to drive 85% of maximum torque is available from 2500-7500rpm giving the car a VERY wide powerband. Not only does it make 18bhp more than before, (peak), but it makes more torque across the entire rev range, (making the old power figure of 105bhp at around 5500rpm), almost 1000rpm lower.
I realise throttlebodies are not in everyone's budget, but it does illustrate the point that the standard inlet manifold is not designed for power
Updated to include a powergraph -->http://www.micra.org.uk/attachment.php?attachmentid=15548&d=1273688259
Just to show how restrictive the standard inlet manifold is we had the car dyno'd on a dyno dynamics RR before and after fitting a set of Jenvey throttlebodies. The spec of the engine was a CG13DE with standard head, block and compression, (9.5:1), 264deg (773 spec) cams, and the usual 2" exhaust tuned with a re-mapped ECU. The car was dyno'd at 105bhp @ 6400rpm, with peak torque around 5600rpm.
After fitting the throttlebodies and re-mapping the car made 123bhp @ 7250rpm and peak torque at 6000rpm. Incase you think that it's quite peaky and hard to drive 85% of maximum torque is available from 2500-7500rpm giving the car a VERY wide powerband. Not only does it make 18bhp more than before, (peak), but it makes more torque across the entire rev range, (making the old power figure of 105bhp at around 5500rpm), almost 1000rpm lower.
I realise throttlebodies are not in everyone's budget, but it does illustrate the point that the standard inlet manifold is not designed for power
Updated to include a powergraph -->http://www.micra.org.uk/attachment.php?attachmentid=15548&d=1273688259
CMF_jeff8022
» CMF Memberhi... just want to know which car is use GA16DE..? thx
CMF_deNs
» CMF MemberDown here, N14 Pulsars will be the most plentiful source of GA16's. That said, airboxes aren't designed to only suit the engine, but the car as well. There may be a chance that not all GA16 airboxes are created equal.
---dens
---dens
CMF_Will.I.Am
» CMF MemberHello.
I have a large K&N filter with a 100mm cold air feed going down behind the front grill.
Its works great, but the throttlebody is still the original K11.
The engine power is around 113HP
Im am going to try a new way, by using the org. airbox with a k&n panelfilter and my exiting cold air feed...
William - Denmark
I have a large K&N filter with a 100mm cold air feed going down behind the front grill.
Its works great, but the throttlebody is still the original K11.
The engine power is around 113HP
Im am going to try a new way, by using the org. airbox with a k&n panelfilter and my exiting cold air feed...
William - Denmark
Attachments
CMF_jeff8022
» CMF Memberlook good to me...!! thx
CMF_DECIM8
» CMF MemberI slapped a pod filter ontop of the throttle body and then removed the grill.. The power increase is huge, such a weird feeling just from good air flow. The standard grill prevents alot of airflow IMO. If you have no aircon remove the blocking plate too.
I will eventually route the pod filter closer to the front right hand side but its such an expensive process for a couple of pipes. I would use flexi its just ugly lol
I will eventually route the pod filter closer to the front right hand side but its such an expensive process for a couple of pipes. I would use flexi its just ugly lol
CMF_jeff8022
» CMF MemberJust want to know the first elbow is it.. Silicone 90 degree Elbow 76to102mm 3"to4"
or what measurement is it..?
thx
CMF_Will.I.Am
» CMF MemberHey Jeff.
The first elbow is a silicone 90 degree 3" and then it is 3" all the way.
The first elbow is a silicone 90 degree 3" and then it is 3" all the way.
CMF_SSUK
» CMF Member113bhp is impressive power from the standard inlet system......what's the setup? high compression, cams, ecu, etc?
Nice filter setup, they work really nicely on a K11 and the heat wrapping to help stop hot air is a great idea
CMF_Will.I.Am
» CMF MemberCustom Air intake
Complete Janspeed exhaust system
Performance manifold,
High performance camshafts
Adjusted ignition timing to run on high octane (Shell V-power 99octane)
Complete Janspeed exhaust system
Performance manifold,
High performance camshafts
Adjusted ignition timing to run on high octane (Shell V-power 99octane)
CMF_SSUK
» CMF MemberHow were your air/fuel ratios on the dyno? Standard injectors are only capable for about 105bhp. Less really if you don't want to go over the normal safe limit of 80% maximum injector duty.
We ran a very similar spec....CG13DE, similar induction, BTB group A exhaust with a larger 2" collector and 2" system piping, 256deg 8.35mm lift camshafts and a shaved throttle spindle. The standard ECU would only deliver air to fuel ratios in the region of 15:1 on the standard injectors because the ECU would only deliver around 78% duty on the standard fuel map.
When we re-scaled the maps and increased the fuelling we found the injectors we were running at 99% duty in order to maintain good air/fuel ratios of around 12.8:1. We upgraded to UK spec GA16DE 198cc/min injectors to keep the injector duty at a sensible level, (around 70% using the larger injectors).
Judging from your initial dyno figures, you should settle around 120bhp final figure if you use the same dyno with good fuelling.
We ran a very similar spec....CG13DE, similar induction, BTB group A exhaust with a larger 2" collector and 2" system piping, 256deg 8.35mm lift camshafts and a shaved throttle spindle. The standard ECU would only deliver air to fuel ratios in the region of 15:1 on the standard injectors because the ECU would only deliver around 78% duty on the standard fuel map.
When we re-scaled the maps and increased the fuelling we found the injectors we were running at 99% duty in order to maintain good air/fuel ratios of around 12.8:1. We upgraded to UK spec GA16DE 198cc/min injectors to keep the injector duty at a sensible level, (around 70% using the larger injectors).
Judging from your initial dyno figures, you should settle around 120bhp final figure if you use the same dyno with good fuelling.
CMF_Will.I.Am
» CMF MemberI will scan my dyno reading and upload it here.
Remember that my 113HP is on the engine, not at the wheels.
William
Remember that my 113HP is on the engine, not at the wheels.
William